Internal-combustion engine.



A. G. PETER$ON. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JAN.13, 1909.

Patented N0vr25, 1913.

2 SHEETS-SHEET 1.

A. G. PETERSON.

INTERNAL GOMBUSTION ENGINE.

APPLIO'ATION FILED J'AN.13, 1909.

1,079,578. Patented H0125, 1913.

2 SHEETS-SHEET 2.

' the above combined advantages through a 3O UNITED STATES I ATEN T OFFICE.

ADOLPHE c. PETERSON, or MINNEAPOLIS, iunvnnsor INTERuA -coMBusrIoN ENGINE.

To all whom it may concern:

Be it known that I, ADOLPHE C. PETER- in the county of Hennepin and State of Minnesota, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

My invention relates: to internal combust1on engines, and particularly to that class of internal combustion engine, designated as the injected fuel engine.

This invention is contemplated, first, to render the action of the internal-combustron engine more positive and certain, second, to make the starting and reversing of such engines more positive, third, to secure a certain means of regulation,-fourth, to secure the advantages of air or gas spraying of a liquid fuel with simple mean-s, fifth, to secure in connection. with means for produc-- ing an injection of fuels large accelerating torque by the admission of an extra quan-. tity of air, per stroke, to thereby maintain combustion per stroke to take care of an overload beyond the normal. cycle of the internal combustion engine, sixth, to secure simple and eflicient mechanism.

Generally stated the invention consists of the novel devices and combination of devices hereinafter described and defined in the claims. v

In the accompanying drawings which illustrate the invention in different. forms, like characters indicate like parts throughout the several views. I

Referring to the drawings: Figure 1 is a view of a transverse vertical section, taken approximately on the line as m -of Fig. 2, showing an engine embodying my invention,

some parts being broken away and some parts being left in full. Fig. 2 is a plan view of the engine shown in Fig. 1. -Fig. 3 'is a detail view being an enlarged view of thevalve shown in Fig. 1,'showing a similar section to that shown in Fig. 1. Fig. 4 is a plan view of the valve shown as 23 in Fig. 1. Fig. 5 is a plan view of the valve 31 shown Specification of Letters Patent. Application filed January 18, 1909.

matic illustrations, SON,"'3. citizen of the United States, residing at 1706 Elliott avenue south, Minneapolis, Fig. 10 is a detail in .1 indicates a cylinders 1 are necting rods .shown) upon These nozzles 9 Patented N ov. 25, 1913. Serial No. 472,072.

in Fig. 1. Figs. 6, 7,8, and'9 are diagram- -showing the relative Valves of the engine. vertical section on the same line as Fig. 1 showing a slightly modified form of the fuel injection apparatus. Fig. 11 is a fragmentary view in transverse vertical section on the same line as Fig. 1 showing a modified form of the .engine.

Referring first to the construction illustrated in Figs. 1: to 9 inclusive, the numeral pair of. cylinders supported upon a closed crank case 2. Working in the pistons 3, connected by con- (not shown) to cranks (not the crank shaft 4, which shaft is-journaled in the crank case 2, and which functioning of the cranksfare located preferably, one 180 degrees ahead of the other.

The cylinders 1 are providedwit-h ports 5 that connect the crank casings with the respective cylinders 1 when the pistons are in the lowermost positions; The cylinders 1 also have exhaust ports 6, which openinto an exhaust chamber 7, which, in turn, opens to the atmosphere. These exhaust ports 6 are uncovered by the pistons under downward' movements of the latter, slightly ahead of the opening of the ports 5, the engine thereby working on the two cycle plan.

Cast integral with the upper ends of the cylinders 1 are sleeve portions 8, into which injection nozzles 9 are adapted to be screwed. contain the air-spraying fuel admission devices. The interior of these nozzles 9 are divided into two distinct compartments by the circular diaphragm plate 10. The upper compartment is closed to the atmosphere by the circular cap 11, which has an air-cushion space 12 located above its axial center. The dia= phragm 10 is held upon its seat in the nozzle 9 by the cap 11-, there being therefore no communication directly between the upper and the lower compartments of the noz zle 9. The diaphragm 10 beats in its center, rigidly secured toit the injection valve 13, this valve 13 coiiperating with a seat 14 in the nozzle 9. {The valve 13 has a small passage 15 extending down through the valve 13, and opening into the ports 16, through which any fluid in the upper compartment of the nozzle may pass when the valve 13 is lifted from its seat 14. A. port 9 in the nozzle 9 delivers into the cylinder.

Each of the upper compartments of the nozzles 9 is connected to a pipe 17 into which a pipe 18 delivers a fluid fuel (prefer ably a liquid) under pressure from a storage tank or receiver 19 or any other source of pressure as a pump.

. The lower compartments of each nozzle 9 are connected by individual pipes 20 and 21 to an air or other gas distributing means 22. This distributer 22 has two individual air or gas distributing compartments, an upper distributing'to the nozzles 9 and a lower, distributing to valves hereinafter described. From a broad point of view, the upper distributing compartment of the distributer 22 and the nozzles 9 are called the primary or fuel distributing system, and the lower distributing compartment and itsrelated valves, hereinafter described are called the secondary or air distributing system. The distributer 22 has a rotating valve 23 in the upper compartment, this valve 23, having a port 24 adapted to communicate alternately, when the valve 23 is revolved by means of the shaft 25, with small similar ports 26 in the upper face of the distributer 22, these ports 26 deliverin respectively into each of the nozzles 9 a ternately. pipe 27 with a regulating valve 28 interposed delivers air or any other gas under pressure into the above described primary distributing system. The valve 23 is uniformly rotated'with the shaft 25 but is free to be pressed upward against the face of the distributer by the spring 29.

Below 'the partition 30 which completely isolates the two distributing systems, is the secondary chamber, thev valve 31 rotating upon and cooperating with the lower face of the lower chamber of the distributer. The

valve 31 has a port 32, which is adapted to allow communication between the lower chamber of the distributer and each of the pipes 33 and 34 through the ports 35 and 36, alternately for slightly less than half the complete period of rotation of thevalve 31. A pipe 37, with a regulating valve 38 interposed delivers a gas preferably air, into the lower distributing chamber and thence into either of the pipes 33 and 34, alternately through either of the check valves 39 into either cylinder 1, alternately, during the down stroke of the related piston, the check valves 39, normally preventing any, flow of gas fro-m the cylinders 1. The valve 31 is rigidly and uniformly rotated with the tubular shaft 40, but is free to rest by the force of gravity upon the lower face of the distributer.

The shaft 25 is concentrically located within the tubular shaft 40, and each is adapted normally to be'uniformly rotated through and with the shaft 41, which is rotated through the spur gears 42 and 43 uniformly with the crank shaft 4 of the engine.

The position of the shaft 25 with res ect to the shaft 41 is fixed by the position 0 the pin 44 in the slots 45 and 46, one of which is in the shaft 25 and the other in the shaft 41. These slots are diagonal to each other and when the pin 44 is adjusted vertically in these slots, there will'be a slightrotation in either direction of the shaft 25 with respect to the shaft 41. Thus when the vertical position of the pin 44 is varied by displacement vertically of the rings 47, between which the pin 44 may revolve, the shaft 25 is slightly advanced in either direction with respect to the rotation of the shaft 41 and consequently of the crank shaft 4. ,Thus the relative period of cooperation of the port 24 with the ports 26 with respect to the rotation of the shaft 4 may be slightly advanced so that in either forward or reverse motion of the crank shaft 4, the upper distributing system may cooperate with proper cylinder 1, and produce an injection of fuel therein, at a time slightly before maximum compression is attained in the respective cylinder. The rings 47 are regulated A by any hand or pedal device. Similarly the pin 48 maybe adjusted vertically by the rings 49, in diagonally placed slots in the shafts 40 and 41, so that the position of the shaft 40 with respect to the shaft 41 may be varied, thereby allowing of adjustment of the cooperation of the port 32 with the ports 35 and 36 so that gas or air may be admitted to either of the cylinders 1 alternately at such a period of the rotation of the crank shaft 4 as is required during forward or reverse motion of the engine.

An air compressor 50 operated by the crank 51 delivers air under pressure to the receiver 52, from which a pipe 53 delivers through the pipes 27 and 37 into the distributer 22. A pipe 54 connects the primary distributing system to a receiver or generator 55 being a source of a gas under presof air under a pressure in excess of that distributed through the distributing systems into the cylinders.

Operation: The operation of the engine described 'in connection with Figs. 1 to 9 the left charge of air from the crank case from the inclusive, is substantially as follows: In the position of the parts shown in Fig. 1', hand cylinder has received'a full that the'po'rt 24 allows air or any gas from hand cylinder.

the pressure supply topass through from the pipe 27 into the pipe 20 and thence into the lower compartment of the nozzle 9, in the left hand cylinder. The upper compartments of the nozzles 9 are uniformly filled with a liquid fuel under pressure from the pressure supply 19. This fuel under pres sure then keeps a small amount of air locked in the air cushion 12, readier movement of also by its pressure normally keeps-the diaphragm 1O depressed and the injection valve 13 down upon its seat, thus preventing any flow of liquid through the ports 16, and any passage of fluid ment into the cylinder. of the parts shown, some air or gas under pressure has passed through the distributer 22"to the lower compartment of the nozzle 9 of the left hand cylinder and this pressure being in excess of the liquid pressure in the upper compartment of the nozzle, the diaphragm 10 is flexed upward and the valve 13 lifted. In this position the liquid fuel flows from the upper compartment through passage 15 and the ports 16 and is caught up by the air or. gas issuing from the lower Compartment and both fluids intermingling pass through the port 9 p the gas atomizing the liquid fuel and spraying it into the cylinder. As soon as the amount of the air admitted into the nozzle 9 has issued into the cylinder the pressure beneath the diaphragm 10 will be'low'ered and consequently the pressure ofthe liquid above, will depress the diaphragm and lower the valve 13 upon its seat thus preventing any further flow of fluid from either compartment intothe cylinder. This position of the valve is shown 'in the right By means of the regulating valve 28'the amount of the'gasflo-wing into the primary distributing system in a given interval of time may be varied, and c'o-nsequently the periodic amount-and pressure of gas in the lower compartment of the nozzle 9 may be varied and the length of time dur- But in the position .ing which the valve 13 is held open varied so as to regulate the'quantity of liquid flowing from the up'per'compartment into the cylinder. The alternate pulses of gas in the lower compartment of each-nozzle 9, are timed by the'rot'ating valve'23 totake place which merely permits the diaphragm 10 and from either compartinto the cylindermay be illustrated at the 'propertime for each cylinder. The

. distribution of fuel by this primary distributing system may be timed to takeplace at the proper time for different speeds and for forward and reverse motion, by the adjustment of the rings 47, which will cause the pin 44 to displace the shaft 25 with it being noted that it is not necessary to time the ignition but'that the fuel may be ignited by any' means as soon as it is injected into the cylinder. Such ignition means would be necessary only for starting as the engine would be so constructed as to compression, etc., as to secure automatic ignition after the engine is once started.

eferring to the operation of the secondary distributing system; in the position of the parts shown this secondary system-is not delivering into either cylinder. It is intended that this secondary system may be used, only when desirable, that is, it may be thrown into or out of action, at any time, by merely opening or closing the regulating valve 38. When this valve is opened air or gas will flow from the receiver 52 through the secondary system through either of the check valves 39' into the cylinders 1. By the rotation of the valve 31 the flow of air through this secondary system is timed to take place during approximately two-thirds or more of the down stroke of each piston. This flow-of air to each cylinder per stroke may be regulated by the extent to which the-valve 38 is o ened, or this flow may be completely out o It-is apparent that the primary distributing system is controlled by the regulating valve 28. When this valve is closed no fuel will be distributed by the primary distributit is opened the pri- 1ng system, and when mary distributing system will be brought into action.

It is important to note that by regulating the valves 28 and 38, the two distributing systems may be independently regulated. That is, the primary and secondary system caused to act inunison, oreach independently of the other. The action is best by the diagrams'Figs. 6, 7, 8 and 9, in which'the solid arc represents the'working stroke of a piston. In Fig. 6, the are between "the. radii a: and 3 designates the period-of the revolution, of crank shaft during which the secondary "system will disand the valve 56 closed, or it may tribute air to each cylinder when the valve 38 is open. When both the valves 28 and 38 are open, then an injection will occur at approximately the period of the shaft revolution, designated by the radius a Fig. 7, and as this injected fuel is ignited, the pressure will be raised in the cylinder, at approximately the time when the piston reaches the beginning of its'working stroke. At this point the valve 31 permits air to flow into the same cylinder so as to keep the pressure up and maintain an extended combustion during the period of the shaft revolution designated by the are between the radii w and 11 Fig. 7.. Fig. 7 will therefore illustrate the distributing action of the two systems when an extra effort is demanded of the motor. Fig. 8 designates the normal operation of the distributing systems. In normal operation, an injection of fuel *will'occur at the point designated by the radius 2, slightly before the working stroke of the piston commences; .but the secondary system will not act at all, the valve 38 being closed in normal action.

Fig. 9 designates the distributing action for reverse motion of the engine, this being effected by'adjustment of the shafts 25 and 40 with respect to the shaft 41 as described.

Fig. '10 illustrates injection nozzle 9. In this form there is no upper liquid fuel compartment, but in this form the liquid is delivered under pressure from the delivery pipe 17 into the angular groove 59 in the valve seat construction (it). From this angular groove, the liquid 1s sprayed through the ports 61 whenever the valve 13 is lifted by the pressure spraying gas below the diaphragm 10 against the tension of the spring 62, the spring 62 providing, in this form, the necessary tension to keep the valve 13 normally seated.

When the sprayinggas from the distributer lifts the diaphragm 10.

and valve 13, the spraying gas then passes through the port 9 carrying the liquid sprayedtfrom the ports 61 into the cylinder as in the first form described.

It is important to note here that a spring as 62 may be provided also in the first form, to provide an extratension upon the diaphragm 1O besides that of the fluid fuel in the upper compartment.

Fig. 11 illustrates a further modified form of the construction. In this construction, the

primary and secondary distributing systems act similarly in effect and'general action, the only difference being that the liquid fuel, instead of being delivered into each nozzle 9 and there sprayed into the spraying gas, is sprayed into the spraying gas before it reaches the distributer 22 by the liquid spraying nozzle 63, which delivers the liquid fuel continuously into the spraying gas. The amount of liquid fuel delivered during a modified form of the of the each interval of time may 'be regulated by the needle valve M. It is to be noted that the spraying gas and the liquid sprayed into it are each under pressure.

It is important to note that in each of the constructions, the spraying gas would preferably be heated before the liquid fuel is introduced into it as thereby a more intimate mixture and atomization of the liquid fuel. would occur. No means is illustrated for such preheating as any means such as the exhaust gases may be used for such preheating.

i It is important to note that instead of delivering liquid fuel and a spraying gas through the primary distributing system, a liquid fuel alone may be delivered therethrough, no gas being used for spraying although that would be the preferable method. I I

It is important to, note that the devices described may be used in connection with any single, multi-cylinder, double acting, four-cycle engine, etc. As a hydrocarbon fluid fuel, gas may be used instead of a liquid in the primary distributing system. Although the primary and secondary distributing systems described are used with a particular form of valve in each cylinder, any form of valve may be so used. It is important to note that in some forms of the engine, it would be advisable to deliver all of the air used to support combustion through the secondary distributing system under pressure, the conduits, valves, ports, e'tc., being enlarged to take care of such increased amount of air. It is important to note that either of the primary or secondary systems described may be used in connection with another form of the other system.

What I claim is:

1. In an internal combustion engine, an engine cylinder and a cooperating piston, means whereby the engine cylinder is periodically according to the piston movements charged with air and whereby said air is compressed and isolated in the engine cylinder, means for charging each charge of air isolated in the engine cylinder, with fuel, means for the ignition of the charges of air and fuel isolated in the engine cylinder, in combination with means for the introduction of air under a sustained pressure into the enginecylinder, periodically, each introduction occurring during a portion of a working stroke of the piston and means whereby the engine may be caused to operate under the action of either or all of said means.

2. In an internal combustion engine, an engine cylinder, a cooperating piston, means whereby the engine cylinder is periodically, according to the piston movements, charged with air and whereby said air is compressed and isolated in the engine cylinder, a system for the introduction of charges of fuel to the engine cylinder, an indeperiodically pressure delivery system, in

pendent air combination 'ith manually controlled means for effecting a either of said systems into the engine der, independently of the other or jointly.

periodic delivery through: cylincon- 3. In an internal combustion engine, an-

engine cylinder, plying a body of air to means for the injection of a fluid fuel into the body of air in the means for periodically sup 5 the engine cylinder,

engine cylinder, in

combination with means for the introduc- 5 tion of a engine cylinder to pressure in the engine cylinder, substantially as described.

4. In an internal combustion engine, an engine cylinder, means for plying a body of means for the injection of a the body of air in the engine cylinder, incomsubsidiary volume of air into the periodically maintain periodically sup air to the engine cylinder, fluid fuel into.

bination with means for the introduction of a subsidiary volume of air under a sustained pressure into the engine cylinder to periodlcally maintain inder, in combination with means for effecting delivery through either of said means, independently of the other, substantially as described. l

5. In an internal combustion engine, means for the injection of-a fluid fuel into a body of air bination with means for the introduction of a subsidiary volume of air under a sustained pressure in the engine cylinder to periodically maintain pressure in the engine cylinder, in dependently each of said means, so that delivery may be made through each of 'said' means or independently through either of said means, substantially as described. 6. In an internal combustion engine, in-

pressure in the engine cyl-:

in the engine cylinder, incomcombination with means for inregulating the delivery through dependent delivery conduits, one for thei in combination delivery of fuel thereby, and means for causing a sustained delivery of an extra amount of air from the air conduit to support an extended combustion per stroke, under a maintained ressure, and means for lndependently reguj ating the delivery from each sure conduits into the engine of said prescylinder, so-

that delivery may be made through each of said means or independently through either.

of said means, substantially as described.

7. In an internal combustion engine, en

gine cylinders, plying a body of air to each engine cylinder, a rotating valve causing the distribution of a fuel periodically into each volume of air means for periodically suppressure periodically to the engine cylinders the gas, in combination with with said supplied to the engine cylinders, incombination with means for distributing an extra supply of gas periodically to each combustion space under a sustained pressure and means for independently regulating the supply of said fuel or of said gas under pressure, substantially as described.

8. In an internal combustion engine, means for periodically supplying a body of air to each of the engine cylinders, independent conduits one delivering a gas under pressure, the other delivering a liquid fuel, means for spraying the liquid fuel into the gas under pressure, in combination with means for thereafter distributing the gas with the liquid fuel periodically to the engine cylinders, substantially as described. 9. In an internal combustion engine means for periodically supplying a body 0 air to each of the engine cylinders, independent conduits, one delivering a gas-under pressure, the other delivering a liquid fuel, means for spraying the liquid fuelinto a rotating valve distributing the gas with the liquid fuel, periodically after ,the mixture pf the fuel with the gas, into the engine cylinders, substantially as described. I

10. Inan internal combustion engine, independent conduits, one delivering a gas under pressure, the other delivering a li uid fuel, means for the gas, and tributing said gas and fuel, periodically after the mixture of the gas with'the fuel, to the-engine cylinders, in combination with a rotating valve distributing another sup ply of gas under pressure, periodically, to

the engine cylinders, scribed.

v 11. In an internal combustion engine, engine cylinders, means for periodically supplying a body of air to' each engine cylinder, independent -conduits, one delivering agas under pressure, the other delivering a liquid fuel, means forsprayingthe liquid fuel into he gas, a rotating valve distributing said gas and fuel to the engine-cylinders after the mixture of the gas with the fuel, in combination with means for other supply of gas under pressure, periodisubstantially as de-' as described.

12. In an internal combustion engine, en- 'gine cylinders, cooperatin pistons, means for periodically supplying a ody of air to each engine cylinder, a mixing chamber, means supplyin air under pressure to said mixing cham er, means whereby a fuel is mixed air under pressure in said-mixing chamber, in combination with means for distributing the mixed fuel and air under after the mixture of the fuel with-the air. I 13. In aninternal combustion engine, in-

distributin anspraying the liquid fuel into means for subsequently dis cally to the engine cylinders, substantia.lly

dependent conduits, one delivering a gas under pressure, the'other delivering a fluid fuel, a rotating valve distributing said gas through valves to the engine cylinders, means whereby the distributing of said gas to said valves causes the releasing and the delivering of the fluid fuel, along with the gas through said valves, to the engine cylinders, substantially as described. 1

1 L- In an internal combustion engine, independent conduits, one delivering a gas under pressure, the other delivering a fluid fuel, a rotating valve distributing said gas,

\ bers, yielding means partially closing each chamber, the yielding means being adapted to be moved by the fluid delivered to its related chamber and adapted in its movement to open a port delivering from the fuel conduit to a related internal combustion chamber.

16.- In an internal combustion engine, independent conduits, one delivering a gas under pressure, the other delivering a fluid fuel, valves controlling the delivery from said conduits, to the cylinders, a tensionelement opposing the movement of said valves, in combination with a distributer, causing a periodicdistribution of a fluid tosaid valves the fluid thereby inducing-a periodic movement of means controlling said valves,

- substantially as described.

17 .In an internal combustion engine, combustion chambers, means for periodi- -cally supplying a body'of air to each combustion chamber, amixing chamber, means delivering air under a sustained pressure to said mixing chamber, means for supplying fuel to said mixing chamber, in combination with means for distributingthe mixture of the fuel with the air after the mixture of the. fuel with the air delivered to said mixing chamber, tovalve controlled ports delivering into-the individual c'ombustion chambers.

18. In an internal combustion engine, combustion chambers,- means for periodically supplying a body of air to each combustion chamber, a mixing chamber, means for delivering a gas (as air) under a sustained pressure to said mixing chamber, means for mixing fuel with said gas under and means for distributin pressure in said mixin chamber, inv combination with means or distributing the mixture of the fuel with said gas under pressure after the mixture of the fuel with the gas insaidmixing chamber, periodically to'each of said combustion chambers.

19. In an internal combustion engine, combustion chambers, means for periodically supplying a body of air to each combustion chamber, a mixing chamber, means delivering a gas (as air) under a sustained pressure to said mixing chamber, means for mixing a fuel with the gas under pressure in said mixing chamber, in combination with means fordistributing the mixture of the fuel with the gas after the mixture of the fuel with the gas in said mixing chamber, periodically to each combustion chamber, and means fordistributing air under a sustained pressure eriodically to the combustion chambers uring the working cycle.

20. In an internal combustion engine, combustion chambers, means for per1od1- cally supplying a body of air to each combustion chamber, a mixing chamber, means for delivering a gas (as air) under a sustained pressure to said mixing chamber, means for mixing fuel with. said gas under pressure in said mixing chamber, in combination with means for distributing the mixture of the fuel with said gas under pressure after the mixture of the fuel with "the gas in said mixing chamber, periodically and successively to each of said combustion chambers.

21. In an internal combustion engine, combustion chambers, means for periodically supplying a body of air to each of said combustion chambers, a mixing'chamber, means for delivering a gas (as air) under a sustained pressure to said mixin chamber, means for mixing fuel with sai as under pressure in said mixing chamber, in combination with a rotating valve distributing the mixtureof the fuel with said gas under pressure after the mixture of the fuel with the -gas ins-aid mixing chamber, periodically to each combustion chamber.

22. In an internal combustion engine, combustion chambers, means for periodically supplying a body of air to each of said combustion chambers, a mixin chamber, means for delivering a gas as air) under a sustained pressure to said mixin chambem-means for mixing fuel with sai gas under pressure in said mixing chamber, in combination with a rotating valve distributing the mixture of the fuel with said gas under pressure after the mixture of the fuel with the gas in said mixing chamber, periodically to each combustion chamber,

air under a sustained pressure periodical y to each of said bustion ch amber, a

combustion chambers, .during the working cycle.

23. In an internal combustion engine, means delivering air under pressure, means delivering fuel under pressure, valves controlling the delivery of said air and fuel from ports into the individual combustion chambers, diaphragms controlling said valves, in combination with means for distributing the air periodically into chambers partially closed by the diaphragms, the pressure of the air in the chambers thereby operating the diaphragms so as to release the air and fuel from said ports to the individual combustion chambers.

24. In an internal combustion engine, independent conduits, one delivering a fluid under pressure, the other delivering a fuel, combustion chambers, means distributing said fluid through valves to the combustion chambers, means whereby the distributing of said fluid to a valve causes the releasing and the delivering of the fuel along with the fluid to the related combustion chamber.

25. In an internal combustion engine, combustion chambers, independent conduits, one delivering a fluid under pressure, the other delivering a fuel, valves controlling the delivery from said conduits to the combustion chambers, yieldable means opposing the movement of said valves, in combination with a distributer causing a periodic distribution of the fluid under pressure to said valves, the fluid inducing a periodic movement of the yieldable means to move said valves whereby the fuel and the fluid may be released from the conduits to related combustion chambers.

26. In an internal combustion engine, combustion chambers, means for periodically supplying a body of air to each commixing chamber, means delivering fluid under a sustained pressure to said mixing chamber, means whereby the fluid is mixed with fuel in the mixing chamher, in combination with means distributing the mixture of the fluid with the fuel after the mixture of the fluid and the fuel in said mixing chamber, periodically to each combustion chamber.

27. In an internal combustion engine, combustion chambers, means for periodi cally supplying a body of air to each combustion chamber, means delivering a fluid under pressure to fluid chambers, means delivering a fuel to fuel chambers each adjacent to a fluid chamber, yieldable means controlling the emission offluid and fuel from adjacent chambers to related combustion chambers, and means distributing said fluid periodically to each fluid chamber to cause movement of the yieldable means controlling the related adjacent chambers whereby fluid and fuel are released from the related ton, means whereby fluid and fuel chambers to a related combustion chamber.

28. In an, internal combustion engine, combustion chambers, means cally sup lying a body of air to each combustion ciamber, means delivering a fluid under pressure to fluid chambers, means delivering a fuel under pressure to fuel chambers, each fuel chamber adjacent to a fluid chamber, movable means separating adjacent fluid and fuel chambers and adapted in its movement to release fluid and fuel to a related combustion chamber, and means distributing said-fluid periodically to each fluid chamber whereby a movement of the movable means separating the fluid chamber from its adjacent fuel chamber is effected.

29. In an internal combustion engine, a combustion-chamber, and a cooperating piston, means whereby periodically according to the piston movements a charge of air is confined in'and compressed by the piston in the combustion chamber, means for the combustion offuel with the air, in combination with means for the introduction of air under a sustained ressure into the combustion chamber, periodically, each introduction occurring during a portion of a workin stroke of the piston, and means whereby the introduction of air during the working stroke may be controlled.

30. In an internal combustion engine, a combustion chamber, and a cooperating isperiodically accor ing to the piston movements, a charge of air is confined in and compressed by the piston in the combustion chamber, means for the combustion of fuel with the air, in combination with means forthe introduction of air under a sustained pressure into the combustion chamber, periodically, each introduction occurring during a portion of the working stroke of the piston.

-31.fIn an internal combustion engine, combustion chambers, means for periodically supplyin a body of air to each combustion chain c a combining chamber, means deliverin air under pressure to the combining cham r, means whereby fuel is combined with the air in the combining chamber, in combination with means distributing the combination of the air and the fuel in the combining chamber, periodically to eachcombustion chamber. 1

32. In an internal combustion engine, combustion chambers, means for periodically supplying a body of air to each combustion chamber, a combining chamber, means delivering air and fuel under pressure to the combining chamber, in combination with means distributing .the fluid resulting from combination of the air and fuel in the combining chamber, periodically, to each combustion chamber. 7 7

for periodi- 33. In an internal combustion engine,

. combustion chambers, means for periodically supplying a body of air to each combustion chamber, a. mixing chamber, means delivering air and fuel under pressure to chamber, periodically, to each combustion chamber. 1C In Witness whereof I have set my hand this 8th day of January, 1909.

ADOLPHE C. PETERSON. Witnesses:

A. O. COLBURN, E. J. GUNDERSON. 

